Buying a New Turbo? Watch this FIRST! Should You Upgrade to an EFR?

[@TeamCupNoodles-nn9og]

This is not meant to be shade, but HP Academy charge for this type of info and Mike is just giving it to us for free.

[@motoiq]

@@foxx1111 Mahalo, I actually own it together with my cousins.

[@Feelobeats]

Mike, you're the man. Doing it for the love of the game...and cunning business acumen

[@RandomlnternetGuy]

HPA doesn't charge for in-depth turbo teardown lol. HPA sells welding, engine building and CAD courses.... lol not really the same thing as a turbo showcase.

[@motoiq]

My suspension stuff on HPA was free!

[@WesternReloader]

Mahalo @motoiq , I’ve only built 2 engines, 302 based 331 for my 1980 Bronco, and a 4AGE for my now sold 95 Prizm, but just wanted to say thanks for the content, you are a natural speaker, with a pleasant demeanor.

[@kentstatetrooper]

More soothing than guided meditation and more informative than a college course. Mike is a beast

[@redneckpotatoe]

Agree 100% listened while rebuilding a 4 barrel carburetor.. coop, calm, collected

[@leevue637]

Because of you I feel confident in my two incoming Borg Warner twin scroll 8374 internal wg turbos.

[@randallmason9687]

Most of the pumps that I work on have Borg turbos. They run under load for a long periods of time. Definitely made me a believer in Borg quality!!

[@blairellis642]

Mike Kojima is the man. Ben following him since he was writing for SCC in the late 90s, very early 2k’s. Had several SR20s that he imparted so much knowledge on. Thanks for all you do, Mike!!

[@ldadol]

Literally the most robustly reliable aftermarket turbo ever, even on a hot rotary it lives very well

[@calebcromer1187]

Thanks!

[@MickyMouseLimited]

Really good video I was trying to nit pick your detail but it was all spot on. Thank again about the actual detail scientific video respect .

[@RadDadisRad]

Turbo technology has really expanded the ability of vehicles since I started modifying vehicles since 1997.

[@bradenfennell]

In my opinion the best turbos on the market today are the Borgwarner EFR's and Xona Rotor's

[@woodzy575]

Some say that Mike smokes a huge spliff before every video. Thanks for the video. I love my Borg Warner S257 EFR on my 2.5 subaru

[@Cantthinkofahandle117]

I'm sold, I want this for my Duramax.

[@fernandohood5542]

Finally someone who can appreciate Borg Warner tech instead of focusing on just outright power.

[@ameraljabr405]

Even Borgwarner can not explain it this good

[@Scrambles2112]

Man, this was a nice treat to watch. I love my efr, its nice to hear someone else nerd out on them as well.

[@Weldinator]

Absolute legend "in case you want to run an external one, because you're a ricer or something, I don't know..."

[@jacobwebb8818]

I was under the impression EWG is more reliable but if he says something like that it makes me feel like they're equally reliable

[@ricepony33]

We had a BW on an NC miata, 300whp with the broadest power band I’ve ever experienced. Sounded amazing too, very different.

[@dylanf6091]

Ive always wondered what turbo i would need, im pretty clueless but this pretty much eases up the guess work for the average hobbyist

[@1truzilla458]

I have a 9174 EFR 1.05 B2 on my RB30/26 Skyline. It flows amazing. I've considered going to a 9280 because it is so efficient.

[@bamboosho0t]

B1 6758 0.85 for my 2.3 Ford. EFR's are the best.

[@BRADLEY_RYAN]

When you haven’t taken an automotive course in ten years, tune in to Mike and his million dollar mouthpiece dropping facts. Keep ‘em coming

[@randoorlando443]

Yes!... one hour of wisdom.

[@duncanseuropeanautomotive8123]

This is a good video, thanks for taking the time It would be nice to hear some thoughts on how these (EFR) perform on small displacement diesels that are gaining popularity (OM606, OM648, M57 etc)

[@oliverscorsim]

Mike you remember the days of modified turbos 😂. Being from those days i can appreciate these efrs but the price reflects it. Not even complaining because i think there a steel for what your getting but i cant help but order cheap stuff and go through it.. its still not as good as the erfs and it wont look as good for anywhere near as long.

[@papapetad]

Back when I started getting really interested in performance cars, I had no idea a phd was required to understand how to pick turbos 😅 After watching this and listening to various podcasts with the likes of forced performance and others, I still feel none the wiser as to whom can provide the "best" bang for buck with quality parts/engineering. Everyone seems to have secret sauce stuff that makes for a compelling selling point. Mike also sold the sh*t out of these efr's and now I'm thinking my pick would be between Xona and this when I'm ready to bite the bullet. At least, the amount of detail covered here helps a ton in what to consider before a pick. Thank you.

[@motoiq]

Many of these features are seen in other high end turbos. The main exclusive game changer on the EFR in my opinion is the ti-aluminide turbine. You can't touch this stuff when reducing spool time.

[@bmwe-op4jx]

Borgs are great I run the cheaper line up the SXE 257..it spools great,performs amazing

[@alexwhite176]

Lnf, Mazdaspeed or folksvagen 2.0 lol?

[@555vrx]

I hate bolted turbo flanges, but I love twin-scroll. That's sad choices of TS v-bands are so limited.

[@motoiq]

I feel the same way

[@SKOALO1]

I want to buy a borg warner turbo just to say i have one now, and humble brag to anyone that will listen.

[@MattBowler]

Why does it feel like I'm watching a version of Chris Farley that had gotten into studying and understanding race cars rather than illicit substances and women, and was Asian. These are priceless, timeless masterpieces. Thank you for sharing the knowledge!

[@cboo4337]

I can’t wait to see the next ‘building an ae86 “ episode. Nice turbo explanation

[@yamahaSHO]

I've been recommending EFR's for like 10 years to my customers now. I had an EFR 6758 (.85AR) on my STi and have a 7064 (TS .92) on my track S2000. The only thing I really had to do was put a 2-port Turbosmart WG actuator and a 4-port EBCS on them to get boost and hold it. My S2000 doesn't even feel like a turbo car at 400whp on ~9 PSI. We blew up two Garrett G25-660 (.92) pretty quickly (one during tuning, the other at an (AutoX) on an AutoX STi and switched to an EFR 7163 and 3 years later, it's been kicking strong with MANY dual driver events. Last I knew, the 7163 is the only turbo with the MFT. Also, I would reference drive pressure over back pressure.

[@nesmio7378]

What's MFT?

[@yamahaSHO]

It's explained in the video...

[@nesmio7378]

@@yamahaSHO I mean you could've just said it stands for "mixed flow turbine" and not been so daft also, ever considered that?

[@yamahaSHO]

Nope. Not once. You clearly figured it out with what was presented as the entire point to educate.

[@boywonderrr71]

Mike, kick a@@ job on dropping wisdom bro! Any update on the C8 track car. I only saw the 1 video & wanted more. Didnt see the suspension upgrade or anything else. Did you sell it? I'm getting a C8 soon & doing a heads cam on it only as tires are EXPENSIVE! Keep up the awesome work & if I decide to boost, Berg Werner it is!

[@motoiq]

The owner got a Z06 and sold the C8 before we could finish it.

[@boywonderrr71]

@motoiq Thx for the reply! Very nice upgrade!

[@NoClassic]

Borg Warner feels kind of like HK is with firearms. They produce an excellent product but will serve their OEM level customers first, with the consumer stuff being secondary. It kind of makes sense but can be frustrating when stuff is hard to get.

[@motoiq]

Garrett is like that too but BW and Garrett have superior engineering.

[@johnvincent7132]

Call Full Race. They got EFR and the Borg factory has dedicated production now for EFR. Just about all sizes are in stock, but selling fast.

[@EclipseBox-he1qp]

finishing up on my EFR7163 .85AR vband in vband out install on the volvo c30 this spring, Upgraded it with turbosmart BOV and Gate actuator

[@motoiq]

Perfect match, you will not be disappointed.

[@BenDuncan-o4k]

I would love a weigh in on EFR's performance in a diesel engine. There's more and more interest in small diesels here in the us (OM606, OM648,M57 etc) Personally I'm running a SXE252 and it's downright laggy

[@motoiq]

Diesels have less exhaust energy so the sizing tends to be slightly smaller

[@spedracer55]

That Gtr has my full attention

[@phasseman]

Borg Warner for life, not a new turbo by any means, been out for quite sometime now, but EFR is still amongst the leaders to this day!

[@EclipseBox-he1qp]

do you have a video out on how to plumb a dual port waste gate with different TCV? 3 port, 4 port etc. advantages of different ways of plumbing them?

[@motoiq]

There are a lot of good diagrams online on how to do it.

[@EclipseBox-he1qp]

@@motoiq I'm planning on taking a line from the compressor cover and teeing it off to the bottom of the actuator and to the TCV and from the TCV to the top port of the actuator and the last TCV port to fresh air (intake ahead of turbo inlet

[@motoiq]

sounds good.

[@EclipseBox-he1qp]

started watching your video on suspension...tons of info. You don't mind if I drop you a question or two in that department? I'm going to take some notes based in regards to my vehicle and driving style and usage.

[@motoiq]

Sure

[@htthepunk]

Great info as always Mike!

[@ITjkeegan]

I needed this video. been starting to look for one for my jz swap. thank you!

[@chrisjames2079]

Wow…this smart ass dude confirmed what I suspected, Not putting some shitty aftermarket short run turbos on my BMW.

[@mixxeerr]

How do you make a decision on turbo choice when the choice is keep twin turbos or change to single turbo? I ask because many people in the BMW world (like me, M2 with a 3.0L S55 engine) come OEM with twin turbos, and there are upgraded twin options which are almost always upgraded OEM turbos (stuffing bigger wheels etc) versus a single turbo kit? There is never any compressor map data with upgraded OEM twins. The BW 8474 on Matchbot looks quite good on a 3.0L engine - agree? Awesome content Mike!

[@weedshoes5089]

Your question makes me confident that you don't even know how to use the power your m2 already has.

[@mixxeerr]

@@weedshoes5089 Looking at your reply I am confident you voted for Kamala.

[@Thatloudfit]

Been a while since we got these bad boy videos ❤

[@xgeko2]

I was really hoping to see something on the variable geometry turbos.

[@hectorcortland5204]

16:05 super back is coincidentally also what they call me after my fourth plate at thanksgiving

[@_illtal]

Nothing is better than an efr turbo if you can fit it or you can get a smaller turbine housing on it which there are many out there to be had.

[@hough495]

Great video, thanks.

[@carllourenznaidoo2470]

Great video thank you for all the info, any update on the Sr20det you built?

[@motoiq]

Updates coming, the main holdup is waiting for transmission parts.

[@Ismcoyote12]

Thoughts on the gamma ti turbine wheel ? After listening to a podcast with the owner of xona rotor and hearing him say that material had a lot of issues in the past I’m curious how they perform in the real world when pushed hard.

[@motoiq]

They work really well for the reasons I stated in the video. Gamma Ti isn't what Nissan and Mopar used in their crappy ceramic turbines. Gamma Ti is another generation removed when it comes to materials science.

[@shortbushero]

As someone in the Volvo T5 tuning groups. Yeah… turbos to us are not the fun bit, essentially it’s our car’s limiting regent. It’s easy to build a strong, high potential, reliable block. However… the turbo is the limiting regent and it causes knock if the waste gate (upgraded or not) can’t keep up. The Brits with the Focus MK2 St225 and RS (which uses Volvo engines found in the C30, my car) have become the leading edge in our turbo market, creating hybrid turbo builds. Now Volvo, under Ford at the time, used Borgwarner exclusively, primarily the K04, k16, and K24. The K04 (while VW boys love them) are weak sauce to Volvo guys. They are our stock turbo. However, the K04 x48 hybrid (which utilizes k16 and K24 compressor wheels and turbines inside a housing machined to 54mm) can hit 400bhp and quick spool with no problem. The K16 though is the golden boy, and it’s hybrids can be charged up from 450bhp on stage 1 hybrid to 570bhp on stage 3. But then… the coup de gras and the one only used for drag race… the good ol’ Garret gtx3070R which has tapped 800-900bhp. But no one runs that over here since we’re all street/road track guys.

[@motoiq]

Those are KKK turbos not BW. a gtx3071 is not capable of 800-900hp, more like 500 max.

[@da9pauly]

Sounds like a sorority turbo: Gamma Ti Turbo 😂

[@DS-es7id]

Mike looks like he is on the verge of busting out laughing at any moment. 😀

[@stephengomolka9798]

Could you do a video on hybrid turbo setups & configurations one day? If you haven't already..

[@4familyman]

Testing on GTR show that a similar size, Xona vband vs EFR divided, Xona out spools and makes more power per psi

[@motoiq]

To come to a conclusion I would have to look at the matches for both turbos.

[@khamid1]

Anyone can say words on the internet. Provide data or shhhhh.

[@4familyman]

and internet is searchable. Try it or shhhh. Also take a look at the compressor maps. You can downsize a Xona and still have more flow and PR than a Borg.

[@TheBCninja]

There are so many variables. If it's just peak performance in drag racing, then you are done 😅 but if you need to look at transient response, heat maintenance, etc it's so hard to compare turbos. There is a gap out there for someone to have a turbo "dyno" bench test against all these models... we need a Projectfarm/TorqueTestChannel for Turbos 😂

[@AbbStar1989]

Mike is cool.

[@mrsquirrel8079]

I was wondering why Borgwarner hasn't incorporated a variable geometry exhaust housing on those EFR turbos...

[@EclipseBox-he1qp]

subscribed

[@Clobercow1]

Awesome video! I learned a lot. Have you guys been interested in talking about compound turbo setups? Best of both worlds for small and large turbos?

[@motoiq]

In my opinion, the only time you do this is if you need to run a pressure ratio higher than what a single-stage centrifugal compressor can do. An example would be tractor-pulling.

[@Clobercow1]

@@motoiq How about reducing turbo threshold? High end turbo doesn't spool until 4k. Sure, not a problem if you live in that zone all the time, but what if I want that high end power and that low end response?

[@motoiq]

I think it's not worth the gains for the complexity. A properly sized modern turbo spools really fast and has a wide powerband. There is a reason why no current motorsport uses these successfully. There is also a reason why hobbyists attempt this but are not successful. You see a lot of videos on youtube where some expert declares that this is the answer and starts to build it but no follow-up with dyno info or anything. No one running in grassroots motorsports with any success either.

[@Clobercow1]

@@motoiq I understand your point of view and I generally agree. However, we do see success in the diesel performance world. I was thinking it would be an interesting topic and discussing weather it's worth it, or not, would be interesting also. Just a suggestion. You guys are awesome and I love the content!

[@TheBCninja]

​@Clobercow1 diesels need more air and run higher pressure ratios compared to a gas engine. Gas engines don't need compounds. You can make more power than the tires can handle, full boost at 5k rpm (out of 8.5k rpm in this coyote example) with the turbos starting to build very strong at 3.5-4k rpm. And you top out at 1300hp which on a street car where spooling up matters... is unusable. If you want to talk circuit racing, you would be in boost at all times at those RPMs. If you need more power drag racing you go twin 98s and they are good for 5,000hp and the spool time doesn't matter. The turbos are just dang efficient these days for gas engines.

[@sollykramer5672]

Awesome video. One though about the end of the video though. The models aren’t based on wheel sizes but rather flow rates

[@motoiq]

No they are based on the inducer and exducer sizes.

[@sollykramer5672]

@ I see it’s the OD

[@zazxazza]

Wish BW would come out with something a little bit bigger than the EFR 9280

[@georgejuricb2974]

Can the exhaust be matched to an EJ207

[@motoiq]

Exhaust or turbo? Are you watching the right video. If you are talking turbo, then yes easily.

[@georgejuricb2974]

EJ207 spec C, using a tomioka catless dp. Just didn't know how to spec it, looking for quick spool.

[@motoiq]

Watch the video, I show you how.

[@angelyoyoyo]

The question here is what is the fastest spooling turbo ( at respective size) garret or Borg Warner or even precision turbo? Which produces less lag? That would be the best selling factor of the turbo Someone has the answer?

[@LanceKAT]

I only have my experience. I've had my EFR 6758 on a 2.4L KA24DE for almost 10 years now. It's not that the initial spool up of the turbo is super fast compared to the latest turbos from other manufacturers. It's in the transient response of the EFR where it shines (the lightweight GammaTi Turbine wheels). I mostly road race my car, and the mid corner throttle adjustments, and corner exit spool up to 20+ PSI is basically instant. I've look at logs from my ECU and see that no matter how fast I go full throttle our of a corner (as long as I'm above 4k rpm or so), boost is only a literal fraction of a second behind. During drift events, it's basically like throttle modulating a nice sized V8 with instant torque.

[@diesel-technology5507]

Garrett spend millions on R&D to have X+0 compressor wheels which have wide as possible compressor maps, only for Borg Warner to keep their same 7+7 wheels and have wider and taller compressor maps in almost every frame size and application 😂

[@km6832]

Two very different markets. Garrett is more towards racers. Borg is very much oem+

[@diesel-technology5507]

@km6832 no racer will pick a Garrett over a Borg Warner unit if the Borg Warner unit is better, unless they are being paid to do so

[@km6832]

@@diesel-technology5507 oh makes sense probably why no drag racer runs borg warners, only precision and garrett. The irony is the only people who run borg warners are those that are sponsored by borg warner

[@diesel-technology5507]

@@km6832 totally incorrect, they use Precision or Garrett because the sizing options of the Borg Warner units are more limited, so the maximum performance is only possible by purchasing a precision unit for example. Like for like turbochargers, Borg Warner are better. Regardless of your opinion, facts always remain the same

[@km6832]

@@diesel-technology5507 then my original reply is not wrong. Lol limited sizes is a restriction so it cant be EVERY frame size and application, it should be frame size to frame size and applications where applicable. garrett and precision market to racers openly BW doesnt, what i will give you in terms of turbo tech BW leads for sure i will never debate that

[@Kyle_Freestyle]

i guess i need a new turbo now too lol

[@stephengomolka9798]

These turbos were or are used on indycars, forget what team but its amazing someone can literally buy these.

[@motoiq]

All Indy cars

[@erickbernard8208]

Whats your opinion on compressor wheels being machined with the nut built in to them i.e 60mm wheel but 12mm is the nut which equates to more airflow and more/better power?

[@motoiq]

It seems good except I think it is impossible to VSR balance the assembly from both ends. This can have quite an impact on life.

[@khamid1]

Mike, how sensitive is the Gamma-Ti wheel when it comes to EGT? I heard that Brian Rhinehar from BW said no more than 1742F/950C as titanium-aluminide "changes state" above that level.

[@motoiq]

It is better than inconel and MAR-M.

[@calebcromer1187]

Wish they would do a 2gr-fse hard to find parts for a port and direct injection parts most all parts are for early fe non-direct injection engines. Must not be a lot of aftermarket support sadly with more injection and tuning potential. By the the way taking about newer Lexus 2gr.

[@calebcromer1187]

By the way an n/a build

[@alvarezray5302]

Is there a way to get ahold of you about these particular turbos? I'm building a Chevy Cruze 1.4l T, I'm interested in your thoughts on using these turbos on my project! The factory Garrett is one of the week points in this car as far as producing more power!

[@motoiq]

We talked about where to buy them in the video!

[@alvarezray5302]

@motoiq, I'm aware where to purchase them from, I wanted to find out if you think they might be to big to fit on the Cruze platform without some decent modifications? Didn't want to air out everything, but thank you for the informative videos!

[@motoiq]

Use Matchbot like we talked about in the video

[@jimmyneutron1392]

Respect that you have multiple times the knowledge on them that i do but am still yet to see an as close as possible comparison between efr and the g series despite them being out for over half a decade. Blokes on forums just saying "efr best" has never been any help to anyone without graphs to back the statement.

[@motoiq]

Learn some about turbo matching and look at the data both manufactures provide and draw your conclusions. Both companies make great turbos, both have their advantages and disadvantages when compared to each other.

[@daviddroescher]

Can you shed some light on why the gama ti wheel is not suitable for diesel? BW said diesel is too hot? How 1200°f seems to be much colder than 1900°f of gas.

[@motoiq]

Diesel exhaust is cooler. I think this rumor started when diesel guys put too small EFR's on their engines and overspeed them when the EFR first came out. Now there is a full inventory of large frame sizes and they should work well.

[@daviddroescher]

@motoiq the supplier I went through talked me out of 2x 500hp efr manifold/ primaries[ don't remember the number 49-52mm] fed by a s475sxe atmospheric/ secondary compound setup on my ve45 cummins build( 1k chp/ 690whp, max major modified injection pump fuel flow limmits) ( stage 1 of the build is 1 500hp /s362sxe with a max of 450whp fuel limit) They said that BW would void the warranty if installed on diesel because of potential for excessive heat. I am going for the small / mid frame because the smallest t3 frame will be too far past the surge line for my limited " emmittions complaint " Bonneville record attempt for a 1st gen dodge this means no tuning 160hp of fuel( made 491.0wtq@1846 178.3whp@1976 ( 250chp665.5wtq ) on a Mustang dyno with an over sized turbo that doesn't spool till the complaint 2500 governor starts cutting the fuel.

[@motoiq]

That sounds like an awesome build! I think it could be compounding it rather than heat unless you run nos and propane and really build EGT's. I dont build diesels so not an expert but I admire them.

[@JohnBrown-vn2qw]

so is there still a good advantage running a twin scroll on an I-6

[@motoiq]

Worth doing

[@JohnBrown-vn2qw]

@@motoiq everyone seems to lean towards the precision turbos for the 2jz. but that internal wastegate and all the other features on the borg warner sure seem to make it the obvious choice. i was looking at the equal length twin scroll manifolds with the external wastegates what a mess. everyone bumping out a 1000 hp out of the 2j at 6,000 7,000 rpm but i would like to see how much power i can get to come on low with a peak of 600 to 700 hp. track and street is300

[@EclipseBox-he1qp]

@@JohnBrown-vn2qw all bragging rights. serious racings use a dyno for one thing. Tuning. And then fine tuning on the fly at the track.

[@motoiq]

Most of the time for serious racing, the tuning is done on the dyno only. very rarely is it done on the fly at the track. Only things like drag launch stuff, traction control, and shift assist are routinely done at the track.

[@EclipseBox-he1qp]

@@motoiq correct. probably should have used fine "adjustments" instead of tuning. lol

[@cnknguyen]

Hi Mike

[@Optimoosepryme]

Pricing is definitely a factor. An efr is not a few hundred more. It’s approximately double the price of a comparable airwerks. But I wouldn’t go as far as saying it’s not worth double

[@motoiq]

Few hundred more than comparable ball bearing turbos.

[@darrinscoilsclouds1498]

if we could get a turbo with a duel exhaust inlet for hot V set ups would be awesome

[@motoiq]

What part of twin scroll did you not understand.

[@nesmio7378]

@@motoiq He wants an entry into the turbine housing both from the left and the right side instead of only one. In Hot-V setup packing a single entry point turbo (a twin scroll still enters through a single T4 it's just divided) is a challenge because of the lack of space in the middle of the V so in order to get a somewhat proper routing you need to enter the exhaust gases from the single entry and usually it's easiest to have it at the bottom which means you raise the turbo which means it touches the hood which means no big turbo fun for you. If it had an entry from the left and from the right you would be able to package it a lot better.

[@motoiq]

A twin scroll is divided all the way to the flange. You can make the manifold to keep it divided to the housing

[@nesmio7378]

@@motoiq Yes, but there is still only 1 flange. He wants 2 flanges.

[@terryloweh]

Is it better then a vgt turbo?

[@motoiq]

VGT's are mostly for diesel apps, they don't hold up as well to the higher egt's of car engines almost there are a few instances of using them.

[@terryloweh]

@ but Porsches are using them and I think the new Suzuki swift sport

[@motoiq]

That is very limited vs diesel applications

[@sethjoyner391]

Oil pressure regulation is uber important for these cartridges as well as draining/ scavengers.

[@motoiq]

These cartigries are way less sensitive to oil pressure fluctuations than standard hydrodynamic bearings. All turbos are sensitive to draining issues.

[@sethjoyner391]

@motoiq sure, but it still stands..their in-house literature states so; many engines have oil pressures higher than the recommended inlet numbers for B/G cartridges. I have seen them fail for a number of reasons feed/drain...and feed OPR is suggested. Great turbos all in all...solid power curves in the real world.

[@motoiq]

What's cool about the BW is that it has an inlet restrictor built into the center section. One time I blew up a turbo because I put the drain directly into one of the dry subs scavenge stages. Though I was slick, turbo blew up right away on the dyno.

[@EclipseBox-he1qp]

I'm using the TurboSmart OPRv2 to control oil pressure and a -10 drain line with ported flange

[@sethjoyner391]

@EclipseBox-he1qp exactly brother💯 turbosmart is the way to go

[@devinzwe7549]

thats a lot of turbos!

[@antn8387]

Borg Warner turbo's are freight train turbos.

[@madmax222]

10 minutes in..still a Garrett fan boy...after that, maybe I should look at B.W.

[@khamid1]

Respect you owning it out loud. Many of your peeps (especially the precision crowd) choose to die on the G hill.

[@RandomlnternetGuy]

I've been trying to figure out who is best for so long. It's always been between Garrett and BW. BW always had better parts, yet Garrett Seems to have a more reliable history. But we ALL have to admit BW knocked it out of the park with these

[@CAC-1111]

Using Matchbot would a EFR8374 turbo but a good choice on a 1jz/vvti

[@motoiq]

The best thing you can do is go to matchbot and do it yourself and get a feel for it. Try different turbos.

[@CAC-1111]

I did but I need some advice and it does not look like a good pick but I need someone more exoerienced to look it over​ @motoiq

[@motoiq]

If you are running pump gas, a 7675 is a much better match.

[@CAC-1111]

@@motoiq Which BW turbo is a 7675 ? When I Google it only precision turbos come up?

[@motoiq]

I mean a 7163

[@rickysonracing2790]

What about vgt? Is that not a thing in there anymore!

[@motoiq]

it is in diesels

[@scottchelmford7136]

The newer 911s have them.

[@XX-nw1xg]

Could you do an in depth matchbot guide?

[@motoiq]

No because no one would watch or understand it or have the ability to get the information to fill out the other tables.

[@XX-nw1xg]

There’s a learning curve but your audience is technically oriented so I think it’s a good opportunity given how old other videos on the topic are.

[@motoiq]

Well you would have to have a fully instrumented car and a lot of data logging, probably about 20k worth of stuff and know pretty decent amount of math and thermodynamics. That would loose about 99.5% of even our technical viewership right there. Without a full lab with a hot gas test stand you would still need to make a few assumptions. This isnt even worth it to get a few percentage points closer when doing a match. I don't even attempt to do it. Even the high end race teams I work for don't do it. We only log shaft speed and boost pressure when racing. In development we may measure some pressure deltas and that is it.

[@XX-nw1xg]

@@motoiq that is not what I meant. At the end of the video you left most of the values in their default positions. I am purposing you do a walkthrough for turbo selection for say the shop sr20 while making reasonable assumptions for the values that are not easily measured with basic explanations of each along the way. These are simple tasks for an engineer of your caliber which may prove very insightful for those who do not fully understand every dimension. Will the final turbo recommendation change? Maybe yes maybe no, but it is highly likely that a good chunk of people will learn a good chunk of info along the way.

[@motoiq]

By that point, yes, but will enough people be interested to be worth my team's time? I don't see much worth explaining values that 99.9% of the viewers, including me, have no way of collecting accurately enough to make a difference in matching to where you would get a different turbo part number than this quick and dirty method. Every long-format video you see is the result of at least 60 man-hours of work, a lot of it in post-production. We currently are not making enough on KZbin to offset the costs. That isn't going to happen until we have about a million subscribers.

[@allYou.Be1]

I see Audi TT 😍🤓🤩

[@mehrshadvr4]

I lol when he said you want it cuz you are a ricer. 😂

[@JeremySymon-w2v]

i want one for my tesla

[@vinhtran4886]

Too bad they don't make an efr turbo rated for 1500whp

[@khamid1]

Circuit = EFR Drag = G Series

[@funkyd04]

EFR > *

[@thierrymanuel4549]

What is the best quality 5bolt turbo I need something to replace my pte 4831

[@motoiq]

5 bolts where? In the turbine housing to downpipe? You give nowhere near enough information to provide an answer. You didn't even say what sort of car or engine that you have. Go to the end of the video to see how to do a turbo match and figure it out. It's so easy I am not going to do it for you!

[@DixonCyderBusch]

😴 Better than inconel 🤯

[@ReflashClubCanada]

Next level. I LMAOd and external BOV ricer comment. I'll go internal BOV and keep the weeb shit in my car though. Hey Mike, if you like this shit so much why don't you just take one of these and drop it in your S13 you were having Wastegate mount issues with? You may have convinced me not to cheap out on my turbo, but just on everything else (piping). Hey at least these turbos are cheaper than that K series dry sump T.T. Making an abortion that just blows up I"M DYINGGGG 🤣🤣🤣🤣

[@motoiq]

The main reason is I had the manifold and downpipe already. Borg Warner has an EFR that is just silly good for 2 liters. You really need to experience it.

[@ReflashClubCanada]

@motoiq maybe on my TSX one day

[@km6832]

To answer: only if you have the money

[@motoiq]

Answer, if you don't have money, building cars is a very dumb hobby!

[@km6832]

@motoiq rebuttal any hobby is dumb when you dont have money

[@motoiq]

@@km6832 That is true.

[@Cantthinkofahandle117]

02:40 It sounds like he's equating metric dimensions to gender pronouns 😂😂😂

[@bootstraptv4912]

Bro had to 1.25 speed ur video and ur still talking s9ooo slow

[@vladbej959]

Seems like old school turbochargers are made better. New turbo tech kinda sucks because of emissions and other limiting regulations. They sure are more efficient but they just don’t hit as hard for some reason.

[@sparrowhawke8244]

Could that be due to smoother compression maps? I imagine the boost coming in more gradually would remove that “all at once” turbo kick so it doesn’t feel like it hits as hard. Combined with less turbo lag too I do like those older peak-y setups though, it’s a very interesting and fun driving experience

[@madmax222]

Exactly this old school boys don't know what it's like unless they have huge lag then huge hit

[@vladbej959]

@@madmax222 I’ve run more modern turbos than old. It’s very hard to find old new parts now and most people don’t know what they were like. They hit harder and when dialed in (it was harder to do) they were very consistent through the power band yet had an even harder peak boost. Everyone is so caught up in turbo materials and size they forgot about flow and dynamics. Sorry but new isn’t always better than old. Also find an old greddy/hks turbo brand new. They are extremely expensive for a reason.

[@motoiq]

There is no way that is even close to being true. Hitting hard isnt a measure of a good turbo, a better turbo hits sooner for a wider range not late and all at once. New technology, properly engineered turbos are better in every single way from the time to spool, to the flow amount, to the power produced per pound of boost, to the width of the powerband they create. There is no way that the designers of new turbos forgot about flow and dynamics. Flow and dynamics is at the forefront of turbo design. Don't think new designs are somehow less powerful because you supposedly can't feel them kick like older turbos. Learn how to read maps and do the math and see it your self. The data is readily available. Don't mistake a turbo that starts making boost at a low rpm for a broad rpm range as soft and somehow less desirable.

[@vladbej959]

@@motoiq you’re right, it’s not that they forgot it’s more like they didn’t dedicate r&d for for them. I have studied maps over again and for period correct cars older turbos always seems to have higher peak boost relative to the rpm with a very good, consistent flow. The size vs flow rate isn’t impressive and sure and It doesn’t look as good on a graph but it certainly feels better and the car is definitely not slower. A quality turbocharger costs the same as it did 20 years ago, if not cheaper yet has fancier materials aka bling and comes in at half the size. Tell me how that is possible? It’s not like engineers are incompetent. That’s not what I’m saying but it’s more like they are told by corporate not to invest time and development into a tailored, performance driven turbo but into a flashy, efficient, generic and economical design. Like everything else today I think the car world has been taken by greedy corporate interests. It’s an unpopular opinion I understand but most people like to think things are advancing just for the sake of it. It’s like this with car friends I talk to most agree and I have relatives in the industry who tell me the same thing. I think what advanced is engine management systems, tuning and fuel system making it appear turbos are better too. The reality is darker.

[@VantageNoir]

This is just paid promotion.

[@motoiq]

No it's not there is a lot of really good information here about something that is really different than it's competitors.

[@km6832]

Mike is very judgemental in this video

[@lobotomyy]

Too bad efr turbos look ugly af. If you build a nice car with nice engine bay, topmount manifold and then see a efr with internal bov it makes me want to puke. And others feel the same ways. Thats the reason many people dont want them on their build. Not even on those builds where money literally doesnt olay a role . It may be 2% percent better than a g series but lets be honest. who cares about those 2% if it ruins the whole visual of the bay

[@motoiq]

I think they look better hahahaha.

[@EclipseBox-he1qp]

As a racer (started out in methanol sprint, and world of outlaw) and performance enthusiast, 2700whp gen 3 running 3.9 in the 1/8, and what will be a 550whp daily volvo c30, I'll be blunt, the "looks" of the turbo have never been a factor as to why we would choose one over the other...go fast vs look fast I guess. To each is his/her own.

[@lobotomyy]

@ Thats why you drive a volvo c30 , clearly you dont like good looking things😂 . Jokes aside just because something is practical it doesnt rule out the apperances doesnt matter factor. Cars and engines are emotional. Its not just about going fast cuz then wed all be driving teslas if the 0-60 sheet is all that matters.

[@scottchelmford7136]

​@@EclipseBox-he1qphe's talking about the SEMA showcar crowd

[@burn4005]

Who's choosing a turbo based on looks? What a stupid criteria

[@SwagginModifieds]

Im struggling with choosing between a EFR 8474 and a g30/35-900 in a Built EJ25. Any suggestions? Would like to hit 800whp+ on a dynojet 😬 which will spool better???? 🫣

[@motoiq]

At 800 whp your EJ isnt going to be running long. A G30 isnt big enough. My opinion is an EFR will spool faster and a G series might make a little more power.

[@SwagginModifieds]

@motoiq long is subjective when it comes to racecars 😬 Willal case halves calico bearings built heads etc etc. I think efr is going to be the way to go as well, especially after listening to your tech talk. Just wanted to confirm. Ive read that twin scroll doesnt fair well with EJs. Is this your experience as well? Kinda a rhetorical considering t4 divided is the only option with 1.05 AR. Thank you for the response!

[@motoiq]

My opinion is that the primaries are so long that a lot of the heat and pulse energy is getting lost which negates some of the advantages of a twin-scroll, that being said, one of our shop cars has a full race twin scroll manifold, and a EFR and man that thing spools fast. I haven't run a billet case yet, most of our customers are too cheap but so far have found that even a carefully built engine doesnt last too long for time attack at 850 hp. At a 1000 hp they are kinda disposable for drag racing. I want to try a billet case as the high power engines seem to die from flex induced bearing issues. Most of the G series line has amazing compressor efficiency in the small and mid frames. In super general terms the EFR's have the bearing systems and turbines, the garrets have the compressors and compactness.

[@AlwaysApproved]

This is a great video, awesome information. Can we get a similar breakdown of the G-series and GTX Gen II?🥲

[@RyanZavilenski]